Gas-engine.



4 SHEETS-SHEET l.

. o l l l l lll 4l A f PATENTED MAY 15, 1900 P. H. HURLBUT @L T. W.MUNROB,

GAS ENGINE.

APPLICATION FILED 512.24. 1905.

No. 820,497. PATENTBD MAY 15, 1906.

' F. H. HURLBUT L T. W. MUNROB.

GAS ENGINE.

APPLICATION FILED FEB.Z4, 1905.

4 SHEETS-SHEET 2.

No. 820,497.A PATENTE-D MAY 15, 1906. F. H. HURLBUT & T. W. MUNROE.

GAS ENGINE.

APPLICATION FILED IBB. 24, 1905.

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No. 820,497. PATBNIED MAY l5, 1906. Y

F. H. HURLBUT L T. W.' MUNROE.

GAS ENGINB.

APPLICATION FILED FEB. 24. 1905.

4 SHEETS-SHEET 4.

U'Nrrnn STATES PATENT OFFICE.

FREDERICK H. HURLBUT, OF ALAMEDA, AND THOMAS W. MUNROE, OF SANFRANCISCO, CALIFORNIA.

vGAS-ENGINE.

Specification of Letters Patent.

Patented May 15, 1906.

Application filed February 24, 1905. Serial No. 247,105.

States, have invented certain new and useful Improvements in Gas-Enginesand we hereby declare the followin to be a full, clear, and exactdescription o the same, reference being had to the accompanyingdrawings, forming a part of this specification.

This invention relates to explosive or internal-.combustion motiveengines impelled by gas or volatilized hydrocarbons and to certainuseful improvements in such engines, as described in the followingspecificationv and illustrated by drawings that -form a part of thesame.

Our improvements `consist in various features of a constructive andoperative nature that cannot 'well be defined without the aid of thedrawin s and will be set out in a description to fo low and by claims atthe end of this specification.

The objects of our invention are to attain in an economical manner whatis called a two-cycle action of such engines, to regulate the power ofthe same, and provide for quickly reversing their rotative motion, as isrequired. in marine propulsion, hoisting, and like purposes.

Referring to the drawings, Figure` I is a front `elevation of a 4motiveengine constructed according to ou'r invention, partially broken away todisclose interior parts; Fig. II, a plan view of the same engine, alsobroken to show interiorpassages; Fig. III, an end view of the sameengine, partly broken to disclose interior parts, the fly-wheel andother parts mounted on the front end of the crank-shaft being omitted.Fig. IV is another end View of the same engine, partially in section,showing in part the ignition devices, a section through thecharge-compressing engine, the pistons and induction-valves for thesame; Fig. V, an enlarged front View of the devices for controllingignition and reversing the engine. Fig. VI is a correspond- Ing view toFig. V, showing the same parts in side` Viewv and partial section andyfurther illustrating the-igniting and reversing devices 5 Fig. VII, adetail diagrammatic front view showing a part of the igniting andreversing devices; Fig. VIII, another detail diagrammatic front view ofthe same devices with the same parts in a different position; Fig. IX, athird view of the same parts, showing them in a still differentposition; Fig. X, a section through one of the valves to regulate theby-pas'sing or circulation of the surplus gas or fuel.

Stated in general Jterms, our invention consists in two single-actingmotive cylinders and pistons positively connected to a crankshaft andbetween these, operated by the same crank-shaft, a double-acting chargemixing and compressing cylinder and piston, the displacement or volumeof which exceeds that of the motive cylinders and supplies gas or fuelat a pressure or volume corresponding to the` resistance or work to beperformed by the motive engines, an automatic means of regulatin thepressure and volume of the gas or fue thus supplied and the power of themotive engines by means of by-pass or circulating connections controlledby centrifugal regulatin devices that return and conserve gas orfue inexcess of that burned in the niotive cylinders and required by the 'loador resistance, also an adjustable means of causing or permitting a likecirculation, conservation, and return of unused gas or fuel whenstopping, starting the engine, and other operating conditions of theengine permit such surplus circulation and conservation of the gas orfuel furnished by the mixing and compressing cylinder.

Our invention further includes an adjustable means of controlling thepoint of ignition, lead, and retardation and cessation of the same.Consequently all motions of the engine, including the reversal of thecourse of rotation and at the same time and by the same and connecteddevices control the circulation and conservation of sur lus gas or fuel,the Awhole of this latter-'name apparatus operatingin a manneranalogousto what is known as link-gearing for engine slidevalves,theengines being dual except as to the double-actmg compressing cylinderand piston, and the whole constituting an organized and interdependentmotive engine adapted for-marine propulsion and like uses, especiallythose that involve reversal of the enl gines rotation.

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' and passage 30.

Referring to theadrawings, 1 is the usual base-frame on which is mountedthe crankshaft 2 in the bearings 3. Y

4 and 5 are motive cylinders supported on the base-frame 1 by struts 7and provided with pistons 8 and connecting rods or links 9, attached toopposite cranks 10 and 11 in the shaft 2 in the usual manner of doubleengines of this type. f

The motive cylinders and contiguous parts exposed to high temperatureare protected by cooling-water supplied through the pipe 12 andcirculating in the several ychambers marked 0. 1.3 is the supply-pipefor gas or fuel, and 14 the exhaust-pipes for the spent vapor or gasdischarged through the parts or passages 6 when the pistons 8 pass belowthese, as shown in Fig. I.

Between the motive cylinders 4 and 5 and integrally constructedtherewith we provide a double-acting charge-compressing pump or engine15, having a piston 17, piston-rod 18, cross-head 19, connecting-rod 20,attached to a crank 22 in the shaft 2 as shown in Fig. I.

The mixing and compressing piston 17 is double acting and draws in itscharges of gas or fuel alternately through valves 28 and 29 On itsupward stroke this piston discharges its contents of gas or fuel throughthe valve 23, the passage 24, and valve 32 into the motive cylinder 4,as indicated in Fig. II. On its downward stroke it discharges into themotive cylinder 5 through the valve 2'5 and passage 27, as shown inFigs. II and IV.

The inlet or induction valves 28 and 29 for the compressing-cylindercommunicate at the top and bottom with the passage 30, as shown in Fig.IV, and this passage is in communication by means of the supply-pipe 13withI a Vcarbureter or other "source of gaseous fuel, so the compressedcharges from the'engine 15 are on the upward and downward stroke thereofldischarged wholly or partially and alternately into the motivecylinders 4 and 5, as before explained.

The displacement volume of the compressin and mixing piston 17 exceedsthat of eit er of the motive pistons 8, including the passages leadingthereto, by so much as will determine the maximum pressure required forthe compressed charges of fuel. This difference in volume ordisplacement is in practice made from ten to twenty per cent., the

proportion not requiring to be exact because of any surplus orovercharge being returned and not consumed, as will be hereinafterexplained.

The crank 22 stands in a definite relation to the motive cranks 10 and 11 being about fifty# l six degreesbehind the crank of the motive pistonbeing charged and one hundred and thirty degrees in advance of the othercrank and changes this relation, respectively, as the engine is runningright or left.

III, the crank 22 of the compressing-engine 15 stands about fiftydegrees behind the crank 10 of the motive engine 5 when the engine isrunning forward or, as indicated by the. arrow, the top part of thecompressingengine supplying a charge of fuel to the motive engine 5after the piston 8 of the latter has moved upward sufliciently to closethe exhaust-ports shown at 6 in Fig. I.

If the engines are reversed to run lin the opposite direction, then thecrank 22 has a simiar relative position in respect to the crank 11 ofthe motive engine 4 that it had to the crank 10 of the motive engine 5when running in the opposite direction, and the charge of fuel-gas frombelow the piston 17 is supplied to the 'motive engine 4. In this mannerit will be seen that when the engine is running in either direction theadvance of the crank 22 maintains a like relation to one or the other ofthe cranks 10 or 11, respectively. This feature has especial referenceto the devices for reversing and controlling the engine and igniting thecharges in the motive cylinders, as will be hereinafter explained.

Referring now to the regulation of the en'- gines power and theconsumption of fuel charges drawn in and discharged by the mix-. ing andcompressing piston 17, such parts of the charges as are not requiredinstead of whollyentering the motive cylinders 4 and 5 are forced backthrough the pipes 35 and 37 to the pipe 13 and to the source of supplyor are circulated without being consumed. The charges of fuel-gas thusdelivered to the motive engines enter at their tops and being diffusedin a circular form in passing the in-l duction-valves 25 and `32 are sread around the interior of the cylinders, riving ahead andexpellingspent gas that may have remained therein.

The surplus of compressed fuel that may be returned or circulated isregulated by two separate means employed together or independently,according to the nature of the work to be performed by the engine. Ifthe engine is to operate against a variable load or resistance, but at auniform rate of revolution, a regulating or throttling valve 39 isplaced in the circuit formed by the pipes 35, 37, and 38 and is operatedby a centrifugal regulator 40 in the usual manner of such apparatus.

When the rate of the engine increases, the regulator 40 opens the valve39 accordingly, so that charges of fuel compressed and dischar ed by thepiston 17 may in 'part or Wholly be circulated, thus attenuatmg thevolume and force of the charges in the motive cylinders 4 and 5 and, ifrequired,reduc ing the pressure of the fuel-gas below the point ofignition, so that none Will be wasted.

For marine propulsion and other; cases Where the resistance or load ofthe engine is As shown in i constant, the centrifugal regulating devicesIOO IIO

are not essential, but may be usefully employed to prevent thev racingof propellerscrews or excessive speed of the engine inany` case; butanother means of regulation is provided. e

Besides the regulating-valve 39 We employ a second double-acting or dualvalve 42 (shown enlarged in Fig. X) to control the consumption andcirculation of surplus gas or fuel, This valve, which will be furthereX- plained, acts automatically or by connection with the igniting andreversing i devices, which are combined and interdependent. To explainthese latter devices, they are the same for each motive engine with likefunctions and movements and are adjusted in unison with respect to thetwo motive engines and the direction of their rotation by means of across-shaft 43, operated by a hand-lever 44, (indicated by the dottedlines a in Figs. VII, VIII, and IX.) This lever is locked at variouspoints by a notched segmental rack 45 in the manner of link-motiongearing for engine slide-valves and has like purposes.

Fastened at the ends of the shafts 43 are segmental toothed quadrants47, that mesh into and turn or oscillate the gear-Wheels 48, mountedloosely on a sleeve around the short shaft 49, as shown most clearly inFigs. VI and VII. This shaft 49 is mounted in a bracket 54 and is drivenby a pinion 50, the number of teeth and relative rates of revolutionbeing as one to two of the crank-shaft 2.

The gear-wheel 48 turns on a sleeve 53, formed on the bracket 54, asshown in Fig. VI, and to the side thereof is attached an insulated disk55, in which are inserted two opposite diametrically-movable electrodesor contact-pins 59, which as the disk 55 revolves are pressed inwardduring a portion of their revolution by the insulated segmental guide 58while they are assing over its arc and when ressed inwar to to'uch orbear upon the disk 60, each pair contacting simultaneously the smallmetal bars or rods 61, embedded in the face of this revolving insulatedmember 60, which is fastened on the end of the shaft 49, as shown inFig. VI.

To avoid a positive iit between the pin 59i and the insulated parts 58and 60 and to secure an elasticcontact, they are preferably made in twoparts to contact in the center, a spring'v -56 being provided to holdthem slightly apart and keep the electric circuit o en until the outerpin engages the guide 58. TIiis is a constructive expedient to avoidundue pressure at the ends of the pins that might occur if they were inone piece and.

rigid. Their operation is, however, the same in either case. This closesthe electric circuit ,between the contacting pins or electrodes 59 andbetween the wires-62 and 63, held in the posts 66, that connect to part58, to the igniting devices shown and an electric battery in the usualmanner and as indicated in Figs. I and IV. When either of the pairs ofpins or electrodes 59 come in contact with thebars 61, the electriccircuit is closed between the pins, causing a spark andignition of thecharges in the corresponding motive cylinders 4 and 5 in the usualmanner of electrical ignition and not requiring description beyond thatof the diagram in Fig. IV. In so far as these devices perform electricalignition of the charges in the motive cylinder 4 and 5 their function isplain and corresponds to common practice; but their varying relation tothe position of the cranks of the motive and compressing cylinders andin controlling and reversing the course of the engines rotation theirfunctions are peculiar and important.

The contact or circuit-closing pins 59 are dual, dis osed diametricall oposite in the insulatedp member 60, an tllfe postion of these thecircuit-closing bars l61 and of the segmental guide 58, with the activeAand in'ert arts of their revolution,'all have definite reation tocertain positions of the two oppositely-placedcranks 10 and 11 and thecrank 22, constituting a combination not easy to ex lain in words.

eferring to Figs. VI, VII, and VIII, where the dotted lines a representthe lever 44, it must b'e kept in mind that the contacting segment orguide 58, which occupies about ninety degrees ofparc orforty-fivedegrees each way, has no time function except that it covers the rangeof ignition pressing inward and contacting the pins 59 each waythroughout this range. The parts 58 and 61 may be said to maintain aconstant relation in respect to the shafts 49 and 2, so the variable ortime function becomes a sequence of the position of the contacting pinsr59 between these partsV 58, 59, and 61 and of the adjustment of thelatterabout the axis of the shaft 49 by means of the gear-wheell 48,segmental lever 47 and the operati ng-lever 44.

There being two oppositely-placed pairs of the contacting pins 59,' it isY obvious that their motion oppositely about the axis of the shaft 49must produce like results when revolving in either direction or when theengine is reversed, also that when neither of the con-n tacting pins 59is between the segmental guide 58 and the circuit-closing bars 61ignition will cease and the engine will stop operating in so far ascontrol in the same manner as in the case of valve-link-gearing aparatus for. steam-engines; If, for examp e, the shaft 2 and the shaft 49are revolving in the direction indicated'by arrows in Fig. VII and thelever 44 is set on the line a in notch 65, then the pins 59 .will bepressed inward at 69 and will jointly contact the Icircuit-closing .bars61, so as to ignite the charge in one of the motive engines-4 or 5 atapproximately ninety degrees after the engine has passed IOC IIO

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its center or is at its quarter-stroke. If, then, this lever is moved tothe notch 67, the position of the pins 59 will be advanced and ignitionwill take place on the center or extreme upper stroke of the motiveengine in circuit.

vIf the lever is again moved to the notch 68, ignition will again beadvanced or given lead, as it is called, ignition taking place beforethe center is reached or before the pistons 8 have reached their extremeupper stroke. If ,then, the lever is moved back to line c, the pins 59will not contact the part 58 and circuit-closing bars 61 at the sametime and the engine will stop for want ofiigni ting the charges.

The reverse motion of the lever 44 to the notches 70, 7 2,A and 73brings into action the opposite pair of contacting pins 59, producingthe converse of what has been explained, and, as shown in Fig. VIII,where themetion is reversed, as indicated by the arrows,

the notches 70, 72, and 73 showing positionsV of the lever 44 forignition at different points y as before.

The diagram Fig. IXA shows the position for lead or advanced ignitionwhen the movement of the engine is as indicated, this occurring when onepair of the contact-pins 59 arel opposite to or converging with the mark74.

in the center of the segmental guide 58.

Referring to the valve 42, whichy is of the piston type, as shownenlarged in Fig. X, it is double-acting and double-ported, as shown, thepassages 77 in the valve registering with the one, 78, in the walls onthe up and down movements and as the engine is moving right or left.This valve is operated by a stem 79 and a crank or lever 80 on the shaft43, coincidently, with motions of the lever 44 as is opened when thislever is locked in or is between the notches 65 and 67 and the notches70 and 72 in the bar 45. When this valve 42, which connects the pipes 37and 38, is open, it permits circulation or return of the chargescompressed by the piston 17 gradually an in proportion to its movementbetween the points named and has for its object attenuating or'weakening'the charges and the impulses of ignition when the engine isstopped, started,-or reversed. object that when closed it permits thecompressing-engine 15 and the piston 17 to maintain full-pressure chares in the motive cylinders 4 and 5 and in c amberls and passagesconnecting therewith, so the engine will be prepared to start at anytime ,and in either direction with a full charge.

It will be s een that the functions of this valve 42 do not interferewith the one, 39, operated by theregulator 4() and that both can beemployed when the purposes to which the engine is applied requires theirjoint control'.

To the left in Figs. I and II is shown lgearing for transmitting thepower of the engine to a screw-propeller or other shaft 82,jen-

It has also the further `gaged to the engine-shaft 2 by a frictionclutch83; but any other suitable means of transmission can be employed.

Having thus explained the nature and 0bjects of our invention and meansfor its application in practice, what we claim as new, and desire tosecure by Letters Patent, is-

1. In a gas-engine, twosingle-acting motive cylinders, with pistonsconnected to oppositely-placed cran s on a common shaft, a double-actingcompressing-cylinder between said motivecylinders, having a displacementvolume greater than either of said motive cylinders, a piston in saidcompressing-cylinder connected toa crank on the common shaft at an angleto the motivepiston cranks, inlet-valves in said compressing-cylinder atboth ends, ipes and passages from a fuel-su ply to saidhnlet-valves, avalve at each endp of said compressing-cylinder with passages leading toeach motive cylinder respectively, a check-Valve in each motive cylinderat the terminus of each of said passages, circulatory passages betweenthe compressing-cylinder and the motive cylinders, and aregulating-valve in said circulatory passages, substantially asspecified.

2. In a gas-engine, two single-acting motive cylinders, with pistonsconnected to oppositely-placed cran s on a common shaft, a double-actingcompressing-cylinder between said motive cylinders, having adisplacement volume greater than either of said motive cylinders, apiston in said compressing-cylinder connected to a crank on the commonshaft at an angle to the motive-piston cranks, inlet-valves in saidcompressing-cylinder at both ends, Cpipes and passages from afuel-supply to sai inlet-valves, a valve at each end of saidcompressing-cylinder with passages leading to each motive cylinderrespectively, a check-valve in 4each motive cylinder at the terminus ofeach of said passages, circulatory passages between thecompressing-cylinder and the motive cylinders, a regulating-valve insaid circulatory passa es, igniting means, and a double-acting reguatingvalve operatin in connection with said igniting means, sustantially as specified.

3. In a gas-engine, two single-acting motive cylinders, with istonsconnected to oppositely-placed cranlis on a common shaft, adouble-acting compressing-cylinder between said motive cylinders, havinga displacement volume greater than either of said motive cylinders, apiston on said compressing-cylinder connected to a crank on the commonshaft at an angle to the motive-piston cranks, inlet-valves in saidcompressing-cylinder at both ends, ipes and passages from a fuel-su plyto said)inletvalves, a valve at each en of said compressing-cylinderPwith passages leading to each motive cylinder respectively, acheck-valve in each motive cylinder at the terminus of each of saidpassages,

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circulatory passages between the compressing-cylinder and the motivecylinders, a regulating-valve in said circulatory passages, ignitingmeans, a double-acting regulatingvalve operating in connection with saidigniting means, and a reversing-gear in connection with said ignitingmeans, substantially as specified.

4. In a gas-engine, two single-acting mo- `\p tive and a double-actingcharge-compressing piston connected to a common crank-shaft, a

second shaft connected to and driven by the salire` crank-shaft at halfits s eed, around this second shaft an adjustable insulated disk orlcollar provided with oppositelyplaced pairs of electrodes or contactingpins, electric wires connecting from these pins to an electric batteryand to the combustionchambers of the motive istons, means to connect theinner ends of) these contacting pins and close the circuit at differentoints of the stroke of the motive pistons, -su stan--v tially asspecified.

5. In a gas-en e, two single-acting mocrank-shaft, means to supply andregulate fuel charges for the motive engines, a second shaft geared tothe crank-shaft to revolve at half its rate, on this shaft a revolvinginsu-4 lated disk provided with two diametricallyV oppositecircuit-closing bars 61, concentric with this insulated disk a segmentalinsulated member, wires therefrom to an electric battery, spark-coilsand the combustionchambers of the motive cylinders and between therotary insulated disk and concentric insulated member 58, pairs lofmovable contacting. and circuit-closing pins 59 mounted radially andoppositely in a revoluble insulatedfdisk and adjustable byhand,substantiallyfa's specified.

6. "In a gas-engine, two single-acting motive pistons and adouble-acting char e-compressing piston connected to a cran -shaft,second shafts for each motive piston geared to revolve at half the speedof the 'crankshaft, a gear-wheel and connected insulated disks arrangedto turn loosely about the axis of this second shaft, two pairs ofelectric contacting pins oppositely placed in these disks adapted tomove outward and inward, a fixed insulated segmental guide and arevolving contact to close the circuit between the contact-pins in eachpair and between electric wires to transmit electric current throughthese pairs of pins connected thereto thereby igniting charges in themotive cylinders, in the mannersubstantially as speciie 7. In agas-engine, two single-acting motive istons, a double-actin charge-cornpressm piston, all connecte to a common crank-s aft, means to reversethemotion of the crank-shaft consisting of the revoluble disk or member 55containing two airs of diametrically opposite electric contacting pins59, a gear-wheel to turn this disk and change its relation to thecranks'of the en e, segmental toothed racks to engage t 's gearwheel anda shaft on which these racks are held to produce coincident action ofthe arts for each motive engine, a hand-lever and notched segmental barto lock the 1ever, reverse the engine and indicate the point ofi nition,arran ed and operating substantialIy as describe 8. In agas-engine, twosingle-acting inotive pistons and a double-acting chare-compressingpiston connected toone cra shaft,

ipes and passages connected to these, ad-

justable electric devices to ignite the chargesl in the motivecylinders, producing rotation of the engine either Way, a cross-shaft toadjust the electric igniting devices simultaneously for each motiveengine and connections from this shaft to a valve that ermitscirculation and lattenuation of the el-gas when stopping, starting andreversing the engine, substantially as shown and described.

9. In agas-engine, two single-acting motive. pistons and a double-actingcharge-compressing pistonaconnected to one crank-shaft y cranks thatpermit' revolution of the engine each way, electric devicesto ignite thecharges in the motive engines, these devices dual, and the electriccontacts adjustable by means of an oscillatory cross-shaft andconnections for each motive engine that acts simultaneously, aconnection from this shaft to a valve that opens each way and permitscirculation and attenuation of the fuel-gas, a hand-lever to adjust thisi oscillating shaft and a spaced scale to indicate the points ofelectric contact and ignition each way and at various points,substantially as specified. j

10. In a gas-engine, two single-acting motive pistons and adouble-acting charge-compressing piston, all connected to a crankshaftand o erating in definite relation one to` the other, t echarge-compressinglpiston displacing a volume inlexcess of t e requiredsu ply inthe motive cylinders respectively, a and-adjusted valve toermit circulation and return of a portion o the fuel char es and suplementary thereto a second va ve `with li e functions, controlled bycentrifugal apparatus and by the' engines s eed of revolution,substantially as speciie In testimony whereof we have signed our namesto this specification in the presence of two subscribing witnesses.

j FREDERICK H. HURLBUT;

THOMAS W. MUNROE.I

Witnesses: j

ALFRED A. ENQUIST, J. RICHARDS.

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